CN220577365U - Front cabin structure and vehicle - Google Patents

Abstract

The utility model provides a front cabin structure and a vehicle, wherein the front cabin structure comprises: the front longitudinal beam, the first stress component and at least two second stress components are correspondingly distributed on two sides of the first stress component; the first stress component comprises an energy absorption box and a front anti-collision beam, and the energy absorption box is connected with the front anti-collision beam and the front longitudinal beam; the second stress part comprises a wheel cover side beam and a side beam connecting assembly, and the side beam connecting assembly is connected with the wheel cover side beam and the front longitudinal beam; the both ends of preceding crashproof roof beam are crooked towards one side of energy-absorbing box, and the wheel casing side roof beam is crooked in opposite directions in Z. The front cabin structure provided by the application enables the vehicle to obtain a force far away from a collided object no matter what the front 25% collision of the front end happens or two sides of the front end happens, and the force pushes the vehicle body to enable the vehicle body to be far away from the collided object, so that the effects of reducing collision time and deformation of the whole vehicle are achieved, and the safety coefficient of the whole vehicle is improved.

Description

Front cabin structure and vehicle

Technical Field

The application relates to the technical field of vehicle manufacturing, in particular to a front cabin structure and a vehicle.

Background

The front cabin structure is an important component of the front part of the vehicle, and the safety and stability of the front cabin structure are critical to the performance of the whole vehicle and the safety of drivers and passengers.

In the prior art, the front cabin structure generally comprises a wheel cover side beam, a shock absorber turret, an air chamber assembly, a front longitudinal beam and other components; when a vehicle collides, the length of the side beam of the traditional wheel cover is relatively short as the side beam of the traditional wheel cover is directly connected with a gun turret, and the deformation is large when the side beam participates in the collision, the duration time of the collision between the whole vehicle and a barrier is long, and the collision deformation is large; meanwhile, the side beams of the wheel cover are easy to collapse and deform, so that the collision wall is in collision with the A column assembly, and a reinforcing scheme is needed for the cockpit in order to ensure the safety of the member cabin.

The present utility model has been made in view of the above-described circumstances.

Disclosure of Invention

The application provides a front cabin structure and vehicle to thereby solve the technical problem that current front cabin structure receives the atress part and collapses deformation when the vehicle receives the striking and influence the safety in the car cabin.

A first aspect of the present utility model provides a front nacelle structure comprising: the front longitudinal beam, the first stress component and at least two second stress components are correspondingly distributed on two sides of the first stress component; the first stress component comprises an energy absorption box and a front anti-collision beam, and the energy absorption box is connected with the front anti-collision beam and the front longitudinal beam; the second stress part comprises a wheel cover side beam and a side beam connecting assembly, and the side beam connecting assembly is connected with the wheel cover side beam and the front longitudinal beam; the both ends of preceding crashproof roof beam are crooked towards one side of energy-absorbing box, and the wheel casing side roof beam is crooked in opposite directions in Z.

In this scheme, in order to provide better crashworthiness for the front end of vehicle, set up two atress parts such as first atress part and second atress part in the front cabin structure of vehicle to the side collision force that produces when the front collision of vehicle front end and side collision produces respectively.

When the collision of the vehicle occurs at 25% of the front surface of the front end, the collision objects are directly contacted with the front anti-collision beam, and as the two ends of the front anti-collision beam are bent towards one side of the energy-absorbing box, the front collision force can be decomposed into force far away from the collision objects and force conducted towards the vehicle body by the front anti-collision beam, the force far away from the collision objects can enable the vehicle body to be far away from the collision objects, so that the collision time is shortened, the deformation of the whole vehicle is reduced, the force conducted towards the vehicle body is transmitted to the front longitudinal beam after the energy-absorbing box absorbs energy, and then the force is transmitted to the cab by the front longitudinal beam, so that the damage to the inside of the cab is effectively reduced; when the vehicle collision happens on the side face of the front end, the second stress parts correspondingly distributed on the two sides of the first stress part absorb side collision forces on the left side and the right side respectively, a collision object is directly contacted with the wheel cover side beams, and the wheel cover side beams are fixed on the front longitudinal beams through the side beam connecting pieces, so that deformation of the wheel cover side beams during collision is reduced, collision force transmission is facilitated, and meanwhile, the wheel cover side beams are bent in the Z direction in opposite directions, so that the side collision forces are also decomposed into forces far away from the collision object and forces conducted to a vehicle body through the wheel cover side beams.

In summary, no matter the collision of the vehicle occurs at the front 25% of the front end or at the two sides of the front end, the vehicle can obtain a force far away from the collided object, and the force pushes the vehicle body to enable the vehicle body to be far away from the collided object, so that the effects of reducing the collision time and reducing the deformation of the whole vehicle are achieved, and the safety coefficient of the whole vehicle is improved.

In a further scheme of the utility model, the included angle between the two ends of the front anti-collision beam and the XZ plane is between 70 and 90 degrees, and the included angle between the wheel cover side edge beam (320) and the XZ plane is between 0 and 40 degrees.

In this scheme, when the side of vehicle front end receives the striking (namely when wheel casing side roof rail 320 directly contacted with the collider), the far away from force that the collider received can be greater than the far away force when the front of vehicle front end received the striking, and then the protection automobile body that can be better reduces side collision force and passes from A post and dash board to promote the security of this structure.

In a further scheme of the utility model, the anti-collision device further comprises a water tank upper cross beam, wherein the water tank upper cross beam is connected with the front anti-collision beam through a supporting rod, and meanwhile, the water tank upper cross beam is connected with the wheel cover side beam.

In this scheme, set up bracing piece connection water tank entablature through setting up on preceding crashproof roof beam, then make the wheel casing side roof beam pass through water tank entablature and bracing piece connect in preceding crashproof roof beam, consequently, when the side of vehicle front end suffered the striking, partial side collision force can be transmitted to preceding crashproof roof beam from water tank entablature.

In a further aspect of the utility model, a side rail connection assembly includes: the wheel cover side edge beam and the front longitudinal beam are connected to both ends of the side edge front stiffening beam, the side edge rear stiffening beam and the side edge rear stiffening beam in the Z direction.

In this scheme, through the lateral side front reinforcement roof beam, the lateral side back reinforcement roof beam and the longeron connecting plate that set up at the interval along X to promote wheel casing side roof beam and front longitudinal beam's joint strength and rigidity, when the side of vehicle front end suffered the collision, can avoid wheel casing side roof beam deformation or fracture.

In a further scheme of the utility model, the longitudinal beam connecting plate and the lateral front stiffening beam are arc plates; and/or the side beam rear reinforcing plate is a straight plate.

In a further scheme of the utility model, two front longitudinal beams and two energy absorption boxes are respectively arranged, the two energy absorption boxes are correspondingly connected with the two front longitudinal beams, and the front longitudinal beams, the energy absorption boxes and the front anti-collision beam are sequentially arranged in the X direction.

In this scheme, through energy-absorbing box and the front longitudinal beam that correspond in pairs, can stabilize the structure of whole automobile body, simultaneously, no matter which direction is suffered the device in the front of vehicle front end, two energy-absorbing boxes homoenergetic are carried out effective absorption to the frontal collision force, prevent that frontal collision force from excessively transmitting to in the cabin (including passenger cabin and cockpit) influence passenger safety.

In a further scheme of the utility model, the air chamber front assembly, the A-pillar assembly and the front coaming assembly are further included, the air chamber front assembly is arranged on the front coaming assembly, and the wheel cover side edge beam is respectively connected with the A-pillar assembly and the air chamber front assembly.

In a further scheme of the utility model, one side of the longitudinal beam connecting plate in the X direction is connected to the front coaming assembly, and two ends of the two longitudinal beam connecting plates in the Z direction are respectively connected with the wheel cover side edge beam and the front longitudinal beam.

In a further aspect of the utility model, the wheel house side rail is bent in the X-direction towards the front side rail at the front end of the front nacelle structure.

In the scheme, the side collision force borne by the wheel cover side edge beam can be transmitted to the front longitudinal beam by bending the wheel cover side edge beam towards the longitudinal beam in the X direction, so that the vehicle body is driven to be far away from a collision object.

A second aspect of the utility model provides a vehicle comprising the front nacelle structure provided by the first aspect of the utility model.

To sum up, the water drain valve and the vehicle provided by the application have the following beneficial effects:

in order to provide better anti-collision performance for the front end of a vehicle, the front cabin structure of the vehicle is internally provided with the first stress component, the second stress component and other stress components so as to respectively absorb the front collision force generated during the front collision of the front end of the vehicle and the side collision force generated during the side collision.

When the vehicle collides with the front surface of the front end, a collision object directly contacts with the front anti-collision beam, and as the two ends of the front anti-collision beam bend towards one side of the energy-absorbing box, the front collision force can be decomposed into force far away from the collision object and force conducted towards the vehicle body by the front anti-collision beam, the force far away from the collision object can enable the vehicle body to be far away from the collision object, so that the collision time is shortened, the deformation of the whole vehicle is reduced, the force conducted towards the vehicle body can be transmitted to the front longitudinal beam after being absorbed by the energy-absorbing box, and then transmitted to the cab by the front longitudinal beam, so that the damage to the inside of the cab is effectively reduced;

when the vehicle collision happens on the side face of the front end, the second stress parts correspondingly distributed on the two sides of the first stress part absorb side collision forces on the left side and the right side respectively, a collision object is directly contacted with the wheel cover side beams, and the wheel cover side beams are fixed on the front longitudinal beams through the side beam connecting pieces, so that deformation of the wheel cover side beams during collision is reduced, collision force transmission is facilitated, and meanwhile, the wheel cover side beams are bent in the Z direction in opposite directions, so that the side collision forces are also decomposed into forces far away from the collision object and forces conducted to a vehicle body through the wheel cover side beams.

In summary, no matter the collision of the vehicle occurs at the front 25% of the front end or at the two sides of the front end, the vehicle can obtain a force far away from the collided object, and the force pushes the vehicle body to enable the vehicle body to be far away from the collided object, so that the effects of reducing the collision time and reducing the deformation of the whole vehicle are achieved, and the safety coefficient of the whole vehicle is improved.

Drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are used in the description of the embodiments or the prior art will be briefly described below. It will be apparent that the figures in the following description are some embodiments of the present application, and that other figures can be obtained from these figures without inventive effort to those skilled in the art.

Fig. 1 is a schematic structural diagram of an overall structure of a front cabin structure according to an embodiment of the present application;

FIG. 2 is a top view of a forward nacelle structure provided by an embodiment of the present application;

FIG. 3 is a schematic illustration of a front 25% impact force resolution and a side impact force resolution provided by an embodiment of the present application;

fig. 4 is a schematic structural diagram of an overall structure of a wheel cover side beam according to an embodiment of the present disclosure; and

fig. 5 is a schematic structural diagram of an overall structure of a front bumper beam according to an embodiment of the present application.

The reference numerals are as follows:

100. a front side member;

200. a first force-bearing member; 210. a front bumper beam; 220. an energy absorption box;

300. a second force receiving member; 310. a side beam connection assembly; 311. a reinforcing beam at the front side; 312. reinforcing the beam behind the side edges; 313. a longitudinal beam connecting plate; 320. wheel cover side beams;

400. an air chamber front assembly;

500. a dash panel assembly;

600. a support rod;

700. and a water tank upper cross beam.

Detailed Description

In the description of the present application, it should be understood that, if there are descriptions of terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating orientation or positional relationship, it should be understood that the orientation or positional relationship shown based on the drawings is merely for convenience of description and simplification of the description, and does not indicate or imply that the apparatus or element in question must have a specific orientation, be configured and operated in a specific orientation, and should not be construed as limiting the present application.

Furthermore, the presence of features defining "first" and "second" for descriptive purposes only, should not be interpreted as indicating or implying a relative importance or implicitly indicating the number of features indicated. Features defining "first", "second" may include at least one such defined feature, either explicitly or implicitly. If a description of "a plurality" is present, the generic meaning includes at least two, e.g., two, three, etc., unless specifically defined otherwise.

In this application, unless explicitly stated or limited otherwise, terms such as "mounted," "connected," "secured," and the like, are to be construed broadly. For example, the two parts can be fixedly connected, detachably connected or integrated; the connection may be mechanical connection, electrical connection, direct connection, indirect connection through an intermediate medium, communication between two elements or interaction relationship between two elements. The specific meaning of the terms in the present application can be understood by those skilled in the art according to the specific circumstances.

In the description of the present specification, the terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., as used herein, mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.

It is to be understood that references herein to the X-axis, Y-axis, Z-axis generally refer to the three-dimensional coordinate system of the vehicle, wherein the X-axis is the transverse coordinate axis extending from the front to the rear of the vehicle; the Y-axis is a longitudinal coordinate axis extending from the left side to the right side of the vehicle; the Z axis is a vertical coordinate axis extending from the bottom to the top of the vehicle; the XZ plane referred to herein refers to a plane in which both the Z axis and the X axis lie; the wheel cover side rail referred to herein is commonly referred to in the art as Shotgun.

Fig. 1 is a schematic structural diagram of an overall structure of a front cabin structure according to an embodiment of the present application; FIG. 2 is a top view of a forward nacelle structure provided by an embodiment of the present application; fig. 3 is a schematic illustration of a front 25% impact force split and a side impact force split provided by an embodiment of the present application.

Referring to fig. 1-3, a first aspect of the present utility model provides a front nacelle structure, comprising: the front longitudinal beam 100, the first stress component 200 and at least two second stress components 300, wherein the second stress components 300 are correspondingly distributed on two sides of the first stress component 200; the first stress component 200 includes an energy absorber box 220 and a front impact beam 210, the energy absorber box 220 connecting the front impact beam 210 with the front side rail 100; the second force receiving member 300 includes a wheel cover side rail 320 and a side rail connecting assembly 310, the side rail connecting assembly 310 connecting the wheel cover side rail 320 and the front side rail 100; both ends of the front impact beam 210 are bent toward one side of the crash box 220, and the wheel cover side rails 320 are bent toward each other in the Z-direction.

In this scheme, in order to provide a better anti-collision performance for the front end of the vehicle, two stress members such as the first stress member 200 and the second stress member 300 are disposed in the front cabin structure of the vehicle to absorb a front collision force generated at the time of a front 25% collision of the front end of the vehicle and a side collision force generated at the time of a side collision, respectively.

Referring to fig. 3, when a vehicle impact occurs at 25% of the front end, the crashed object directly contacts the front crashproof beam 210, and since the two ends of the front crashproof beam 210 are bent toward one side of the energy-absorbing box 220, the front crashproof beam 210 is decomposed into a force F2 far away from the crashed object and a force F1 conducted to the vehicle body, the force F2 far away from the crashed object can make the vehicle body far away from the crashed object, thereby reducing the collision time, reducing the deformation of the whole vehicle, and the force F1 conducted to the vehicle body is transmitted to the front longitudinal beam 100 after absorbing energy through the energy-absorbing box 220 and then transmitted to the cabin by the front longitudinal beam 100, thereby effectively reducing the damage to the cabin;

when a vehicle impact occurs on the side of the front end, the two second force receiving members 300, which are correspondingly distributed on both sides of the first force receiving member 200, respectively absorb the side impact forces on both sides, and the crasher directly contacts the wheel cover side rail 320, and the wheel cover side rail 320 is fixed to the front side rail 100 by the side rail connector 310, thereby reducing the deformation of the wheel cover side rail 320 during the crash, facilitating the crash force transmission, and simultaneously, since the wheel cover side rail 320 is bent in the Z-direction in opposite directions, the side impact force is also decomposed into a force F3 away from the crasher and a force F4 transmitted to the vehicle body by the wheel cover side rail 320.

In summary, no matter the collision of the vehicle occurs at 25% of the front surface of the front end or at two sides of the front end, the vehicle can obtain a force (F3 and F1) far away from the collided object, and the force pushes the vehicle body to enable the vehicle body to be far away from the collided object, so that the effects of reducing the collision time and reducing the deformation of the whole vehicle are achieved, and the safety coefficient of the whole vehicle is improved.

Fig. 4 is a schematic structural diagram of an overall structure of a wheel cover side rail 320 according to an embodiment of the present disclosure; and fig. 5 is a schematic structural diagram of the overall structure of the front bumper beam 210 according to the embodiment of the present application.

Referring to fig. 4 to 5, in the front nacelle structure provided in this embodiment of the disclosure, the included angle between the two ends of the front anti-collision beam 210 and the XZ plane is between 70 ° and 90 °, and the included angle between the wheel cover side beam 320 and the XZ plane is between 0 ° and 40 °.

In this scheme, because the contained angle between the two ends of the front anti-collision beam 210 and the XZ plane is greater than the contained angle between the wheel cover side beam 320 and the XZ plane, when the side of the front end of the vehicle is impacted (i.e., when the wheel cover side beam 320 is directly contacted with the collider), the far away force F3 of the collider, which is suffered by the vehicle, is greater than the far away force F1 when 25% of the front surface of the front end of the vehicle is impacted, so that the vehicle body can be better protected, the side collision force is reduced to be transmitted from the a column and the front coaming, thereby improving the safety of the structure.

In a further embodiment, the water tank upper beam 700 is further included, the water tank upper beam 700 is connected to the front impact beam 210 through the support bar 600, and at the same time, the water tank upper beam 700 is connected to the wheel house side rail 320.

In this case, the tank top rail 700 is connected by the support bar 600 provided on the front impact beam 210, and then the wheel house side rail 320 is connected to the front impact beam 210 through the tank top rail 700 and the support bar 600, so that, when the side of the front end of the vehicle is impacted, part of the side impact force can be transmitted from the tank top rail 700 to the front impact beam 210.

In a further embodiment, the side rail connection assembly 310 includes: the side front reinforcement beam 311, the side rear reinforcement beam 312, and the side member connection plate 313 are provided at intervals along the X-direction, and both ends of the side front reinforcement beam 311 and the side rear reinforcement beam 312 in the Z-direction are connected to the wheel cover side rail 320 and the front side member 100.

In this case, the wheel house side frames 320 can be prevented from being deformed or broken when the side face of the front end of the vehicle is involved in a collision, by providing the side front reinforcement beams 311, the side rear reinforcement beams 312, and the side frame connecting plates 313 at intervals along the X-direction to increase the connection strength and rigidity of the wheel house side frames 320 and the front side frame 100.

In a further embodiment, the stringer attachment plates 313 and the side front reinforcement beams 311 are arcuate plates; the side beam rear reinforcing plate is a straight plate.

In a further embodiment, two front side members 100 and two crash boxes 220 are provided, and two crash boxes 220 are correspondingly connected to the two front side members 100, and the front side members 100, the crash boxes 220, and the front impact beam 210 are sequentially disposed in the X direction.

In this scheme, the structure of the whole vehicle body can be stabilized by the crash boxes 220 and the front side members 100 corresponding to each other, and at the same time, no matter which direction of the front end of the vehicle is subject to the device, the two crash boxes 220 can effectively absorb the front collision force, so as to prevent the front collision force from being excessively transferred into the cabin to affect the safety of passengers.

Further, the bending amplitude of the two ends of the front bumper beam 210 is gradually increased, that is, the angle between the two ends of the front bumper beam 210 and the XZ plane is gradually decreased, generally, the angle between the center of the front bumper beam 210 and the XZ plane is 90 °, so that the angle between the front bumper beam 210 and the XZ plane is changed from the center to the two ends from 90 ° -70 °, and the angle between the two ends of the front bumper beam and the XZ plane is gradually decreased.

In this case, since the front impact beam 210 is coupled to the vehicle body through the pair of crash boxes 220, the closer the collision position is to the middle position of the front impact beam 210, the more easily the collision moment thereof is absorbed by the crash boxes 220. When the front of the front end of the vehicle is impacted, the impact position is closer to the center of the front anti-collision beam 210, the force transmitted to the vehicle body, which is generated by the decomposition of the front collision force, is larger than the force far away from the collision object, and the force transmitted to the vehicle body can be fully absorbed through the two-end energy absorption boxes 220, so that the damage to the passenger cabin is reduced; the more the impact position is on the two sides, the less the force to the vehicle body is transmitted to the collision object, which is generated by the decomposition of the front collision force, and the force to the vehicle body is mainly absorbed by the energy absorption box 220 on one side, so that the force to the collision object can provide enough force to push the vehicle to be away from the collision object.

In a further embodiment, the air chamber front assembly 400, an A-pillar assembly (not shown) and a dash panel assembly 500 are further included, the air chamber front assembly 400 is disposed on the dash panel assembly 500, and the wheel cover side rail 320 is connected to the A-pillar assembly and the air chamber front assembly, respectively.

In a further embodiment, the side member connection plates 313 are connected to the dash panel assembly 500 on one side in the X-direction, and both ends of the two side member connection plates 313 in the Z-direction are connected to the wheel house side rail 320 and the front side member 100, respectively.

Further, the curvature of the wheel house side rail 320 gradually increases, that is, the angle between the wheel house side rail 320 and the XZ plane in the X direction gradually increases, and in general, the angle between the wheel house side rail 320 and the XZ plane in the X direction is 0 °, so that the angle between the wheel house side rail 320 and the XZ plane changes from 0 ° to 40 °.

In this arrangement, since the initial section of the wheel cover side rail 320 in the X-direction is connected to the air chamber front assembly 400 and the A-pillar assembly, it is very close to the cockpit and the passenger compartment. Therefore, when the front side of the automobile is impacted, the closer the impact point is to the starting point of the wheel house side rail 320 in the X-direction, the greater the impact force the cockpit and passenger compartment are subjected to, the more likely the safety of passengers and drivers in the cabin is affected by the impact deformation. Through the angle setting of the wheel cover side beam 320 above, when the impact point is closer to the starting point of the wheel cover side beam 320 in the X-direction, the force far away from the collision object obtained by decomposition is larger, and the collision object can be more far away from, so that the deformation of the cockpit and the passenger cabin can be effectively reduced.

In a further embodiment, the wheel cover side rail 320 is bent in the X-direction towards the front side rail 100 at the front end of the front cabin structure.

In this case, the side impact force applied to the wheel cover side frame 320 can be transmitted to the front side frame 100 by bending the wheel cover side frame 320 in the X direction toward the side frame, thereby driving the vehicle body away from the crasher.

A second aspect of the utility model provides a vehicle comprising the front nacelle structure provided by the first aspect of the utility model.

Although embodiments of the present application have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the application, and that variations, modifications, alternatives, and variations may be made to the above embodiments by those skilled in the art within the scope of the application.

Claims (10)

1. A front nacelle structure, comprising: the front longitudinal beam (100), the first stress component (200) and at least two second stress components (300), wherein the second stress components (300) are correspondingly distributed on two sides of the first stress component (200);

the first stress component (200) comprises an energy absorption box (220) and a front anti-collision beam (210), and the energy absorption box (220) is connected with the front anti-collision beam (210) and the front longitudinal beam (100);

the second stress component (300) comprises a side beam connecting component (310) and a wheel cover side beam (320), and the side beam connecting component (310) is connected with the wheel cover side beam (320) and the front longitudinal beam (100);

both ends of the front anti-collision beam (210) are bent toward one side of the energy absorption box (220), and the wheel cover side edge beam (320) is bent toward each other in the Z direction.

2. Front nacelle structure according to claim 1, wherein the angle between the two ends of the front impact beam (210) and the XZ plane is between 70-90 °; and/or the included angle between the wheel cover side edge beam (320) and the XZ plane is between 0 and 40 degrees.

3. The front nacelle structure of claim 1, further comprising a water tank upper cross member (700), the water tank upper cross member (700) being connected to the front bumper beam (210) by a support bar (600), and at the same time, the water tank upper cross member (700) being connected to the wheel house side rail (320).

4. The front nacelle structure of claim 1, wherein the side rail connection assembly (310) comprises: side front stiffening beam (311), side rear stiffening beam (312) and longitudinal beam connecting plate (313) arranged along X-direction at intervals, wherein the longitudinal beam connecting plate (313), side front stiffening beam (311) and side rear stiffening beam (312) are connected with the wheel cover side edge beam (320) and the front longitudinal beam (100) at both ends in Z-direction.

5. Front nacelle structure according to claim 4, wherein the stringer connection plates (313) and the side front reinforcement beams (311) are arc-shaped plates; and/or the side beam rear reinforcing plate is a straight plate.

6. The front cabin structure according to claim 1, wherein two front side members (100) and the energy-absorbing boxes (220) are provided, two energy-absorbing boxes (220) are correspondingly connected with two front side members (100), and the front side members (100), the energy-absorbing boxes (220) and the front bumper beam (210) are sequentially provided in the X-direction.

7. The front nacelle structure of claim 5, further comprising an air chamber front assembly (400), an a-pillar assembly, and a dash panel assembly (500), the air chamber front assembly (400) being disposed on the dash panel assembly (500), the wheel cover side rail (320) connecting the a-pillar assembly and the air chamber front assembly (400).

8. The front nacelle structure according to claim 7, wherein the side rail connecting plate (313) is connected to the dash panel assembly (500) on one side in the X-direction, and both ends of the side rail connecting plates (313) in the Z-direction are respectively connected to the wheel house side rail (320) and the front side rail (100).

9. The front nacelle structure of claim 1, wherein the wheel cover side rail (320) is curved towards the front side rail (100) in the X-direction at a front end of the front nacelle structure.

10. A vehicle comprising a front nacelle structure according to any one of claims 1-9.